Control arrangement for a vehicle

ABSTRACT

A control device in a vehicle, which control device is connected to, and is for operating, a semi-automatic gearbox, can be set in various gearchange function positions and can, in at least one gearchange function position for traveling forwards, be operated for gear changing. The control device is also connected to, and is for operating, a supplementary brake. This control device replaces both the gear lever and the supplementary brake lever, resulting in increased driving safety and better ergonomics for the driver.

BACKGROUND OF THE INVENTION

The present invention relates to a control device in a vehicle.

STATE OF THE ART

Developing the driver's environment in a vehicle involves endeavouringto render all controls and levers as readily accessible to the driver aspossible. The more the driver can concentrate on the road, the safer theperformance of the vehicle will be. A natural step is therefore to tryto situate as many controls and functions as possible at or near thesteering wheel.

One of the controls which the driver frequently uses is the gear lever.A gear lever for a semi-automatic gearbox is known from SE 462 246. Thelever can be moved in the longitudinal direction of the vehicle forsetting various functional positions. The positions are for manual gearselection (M), automatic gear selection (A), neutral (N) and reverse(R). In positions M and A the lever can be moved perpendicular to thelongitudinal direction of the vehicle in order to change gear. The leveris conventionally situated beside the driver's seat, on top of theengine tunnel. This means that the driver has to take a hand off thesteering wheel when operating the gear lever.

Many heavy vehicles are equipped with a hydraulic supplementary brakeconnected to the gearbox, a so-called retarder. A retarder consists oftwo vanes in a housing, one of which is fixed and the other rotates at aspeed proportional to the vehicle's speed. Pumping hydraulic oil intothe narrow space between the vanes creates a resistance which imparts abraking torque to the drive shafts. The retarder's braking effect iscontrolled by the driver by means of a lever which in certainapplications can be drawn gradually towards the driver whereby thebraking effect increases as the lever comes nearer to the driver. Ausual location of this lever is on the instrument panel. This compelsthe driver to raise his/her arm and reach for the lever when he/shewishes to use it. This movement may be perceived as inconvenient anddifficult, thereby contributing to the retarder not being used to thedesirable extent.

There are also retarder levers situated at the steering wheel (see forexample EP507745). It would be desirable for the gear lever for theaforesaid semi-automatic gearbox to be also situated at the steeringwheel. A problem in shifting a number of controls and levers to thesteering wheel, where for example flasher and windscreen wiper leversare already situated, is that the area becomes crowded and hence notreadily accessible.

SUMMARY OF THE INVENTION

The object of the invention is to eliminate the above noteddisadvantages and provide a new multi-functional control device whichreplaces both the gear lever and the retarder lever, resulting ingreater driving safety and better ergonomics for the driver. This isachieved with an arrangement which is operable via one lever at thesteering wheel.

The problem is solved by combining the gear lever and retarder lever inthe form of a single lever mounted on the steering column. This enablesthe driver to both change gear and brake without taking his/her handsoff the steering wheel. Combining the two functions in a single levermeans that the space around the steering wheel is not so limited as itwould be if each of them had its own control lever.

Having the combined gear and retarder lever located at the steeringwheel improves the driver's driving situation in terms of safergearchange procedure. The lever is substantially closer to the steeringwheel than the conventional gear lever location on the engine tunnel,thereby making it easier for the driver to maintain concentration on theroad during gearchange operations. Gear changing can be carried outwithout the driver having to take a hand off the steering wheel.

Valuable space in the vehicle's cab is also gained by removing the gearlever from the engine tunnel. This makes it easier for the driver tomove from the driving seat to other spaces in the cab, e.g. the bunk.

The combined gear and retarder lever improves the ergonomics for thedriver. As previously mentioned, the retarder lever on today's vehiclesis often situated such that the driver has to reach for it when hewishes to use it. Making the control more readily accessible makes theretarder easier to use and increased use of this function is thereforeto be expected.

Having a lever for two functions causes no conflict as regards thelocation of the lever such as would be the case if separate gear andretarder levers were situated at the steering wheel. Hence the lever canbe situated at the best possible location from the ergonomic andpractical point of view. A further advantage is that only one leverhousing for the two functions has to be mounted on the steering column.

Stringent requirements with regard to user-friendliness and simplicityapply to a multi-function lever. The lever has to be intuitive andnatural to use. This is particularly important for a lever which is usedfrequently. A further object of the invention is therefore to provide amulti-function lever which is of user-friendly and logical construction.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 a depicts a known gear lever for a semi-automatic gearbox andFIGS. 1 b and 1 c its gear positions.

FIG. 2 depicts a known retarder lever.

FIG. 3 depicts a control device according to the invention, mounted on asteering column.

FIGS. 4-9 depict various embodiments of the control device according tothe invention.

DESCRIPTION OF PREFERRED EMBODIMENTS

The known gear lever (1) depicted in FIG. 1 is connected to asemi-automatic (so-called opticruise) gearbox whereby acomputer-controlled system makes automatic gearchanging possible with amanual gearbox. Gear changes can be effected fully automatically by thecomputer or, if so desired, manually by the driver. The lever (1) issituated on the vehicle's engine tunnel beside the driving seat.

The driver selects for himself the driving program he wishes to use. Thedriving programs available are manual (M), automatic (A), neutral (N)and reverse (R). The desired driving program is set by the driver movingthe lever (1) in the longitudinal direction of the vehicle (FIG. 1 b) tothe appropriate position (R, N, A or M). To change gear up or down, thelever is moved to the left or right respectively transversely to thelongitudinal direction of the vehicle (FIG. 1 c). Gear changing ispossible irrespective of the driving program set (R, N, A or M).

A so-called bill button (2) is arranged adjacent to the gear lever (1).With this button the driver can activate the hill position, which isappropriate when running heavily laden on very hilly roads or steepgradients. When this position is activated and the automatic (A) drivingprogram is selected with the lever (1), gear changes are quicker andtake place at a higher engine speed than in the normal position.

The known lever (3) depicted in FIG. 2 is connected to a previouslydescribed so-called retarder. The retarder lever (3) is arranged on theinstrument panel and can be placed in a number of positions (0-V), ofwhich the initial position (0) means that the retarder is disconnected.The succession of other positions (I-V) provide a progressive increasein the retarder braking effect. The last position (V) also connects theexhaust brake (EB) to provide a further increase in the braking effect.Drawing the lever downwards towards the cab floor (in the direction ofthe arrow R) increases the braking effect.

The retarder function may also be made to act as a constant speedmaintenance function by operating a button (4) on the lever (3). Theretarder's braking effect is then adjusted automatically so that thevehicle endeavours to maintain the same speed, e.g. on downgrades.Pressing a button (5) enables this constant speed maintenance functionto come in automatically as soon as the brake pedal is activated.

FIG. 3 depicts an embodiment of a combined gear and retarder control (6)according to the invention. The combined control (6) in this example ismounted in the steering column (7). This location at the steering wheel(8) has a number of advantages such as simplified operation, increaseddriving safety and better ergonomics. Other locations for the controlare also conceivable, e.g. on the engine tunnel or the instrument panel.The control (6) in FIG. 3 takes the form of a lever. The lever's stem(12) is mounted in the steering column (7) in a manner conventional forcontrol levers.

The retarder function is activated by moving the lever peripherallyalong the steering wheel rim. The braking effect increases gradually thefurther the lever is away from its initial position. If this movementfor activating the retarder is executed clockwise (9) to increase thebraking effect, the movement will resemble the well-established movementof previously known retarder levers, e.g. that depicted in FIG. 1. Thismovement is therefore perceived as natural for the brake function. Inthis case the braking effect will be reduced by moving the lever backanticlockwise (11) along the steering wheel rim (10). The zero positionfor the retarder is maximum anticlockwise.

The lever (6) has a rotatable portion (13) with which the driver canselect the running position. This is done by turning the portion (13)step by step to the reverse, neutral or drive positions. The selectablerunning positions may be marked with letters on an unrotatable portion(33) of the lever. They may be marked, for example, R for reverse, N forneutral and D for drive in a manner known to most drivers. The rotatableportion (13) is advantageously provided with a mark (e.g. a dot)positioned centrally to the letter which denotes the running positionselected. The letter which indicates the selected running position ispreferably shown on a display on the instrument panel.

The lever's end portion (14) serves as a push-button and by pressing itsubstantially horizontally towards (15) the steering wheel the drivercan switch between the manual and automatic positions. He/she thuschooses between manual or automatic gearchanging. This push-buttonfunction only works when the rotary portion (13) is in its Driveposition. Upward or downward gear changes are effected respectively bythe driver moving the lever substantially vertically upwards towards(16) and downwards away from (17) the steering wheel. The upward anddownward gearchange function is non-locking so that the lever alwaysreverts to its original position, a certain distance away from thesteering wheel, after the gear change. Gear changing can be effectedirrespective of the running position selected. The lever (6) might alsobe equipped with a button or the like for activating the constant speedmaintenance function.

The embodiment according to FIG. 3 results in a very compact andflexible lever. The rotary portion (13) is used for selecting any of therunning programs (Reverse, Neutral and Drive). When the Drive program isselected, switching between manual and automatic is effected by pressingthe end (14) of the lever. As switching between manual and automatic isthe most frequent running program change, the rotary portion (13) willbe used relatively infrequently.

FIGS. 4-9 depict further embodiments of the invention. These diagramsdepict the levers (6) as free-standing, but their stem (12) is intendedto be fastened to a steering column in a conventional manner.

In all these embodiments (FIGS. 4-9) the retarder function is activatedby moving the lever (6) peripherally along the steering wheel rim (10),preferably clockwise (9) (not shown in these drawings) in the samemanner as in the embodiment depicted in FIG. 3. The braking effectincreases gradually the further clockwise (9) the lever is moved. Toreduce the braking effect the lever is moved anticlockwise (11) alongthe undepicted steering wheel rim (10). The zero position for theretarder is maximum anticlockwise.

The lever (6) depicted in FIG. 4 incorporates two rotatable portions(18,19). The first (18) is for setting the selected running programme(Reverse, Neutral, Manual or Automatic) by turning the portion (18) stepby step about the central axis of the lever. The second rotary portion(19), which is situated axially outside the first (18), effects upwardand downward gearchanging. The rotary portion (19) may either benon-locking or have fixed positions. Changing up is effected by rotationin one direction, preferably towards the driver, and changing down byrotation in the opposite direction, preferably away from the driver. Theretarder's constant speed maintenance function is activated by pressingthe whole lever (6) axially inwards and preferably substantiallyhorizontally (15) towards the steering column.

The advantage of this embodiment is that the respective functions of theretarder and the gearchange mechanism are distinguished purely in termsof movement. The rotation (20) is associated with operating theopticruise (the gearbox) and the clockwise/anticlockwise movement (9,11)peripherally along the steering wheel is associated with operating theretarder. This reduces the risk of retarder control being confused withopticruise control.

The embodiment depicted in FIG. 5 has great similarities with that inFIG. 4. One difference is that the running program is set by moving thelever (6) away from (17) and towards (16) the plane of the steeringwheel in four positions (Reverse, Neutral, Manual and Automatic). Thefour running positions should be marked on the lever in some suitablemanner, e.g. by letters situated logically on the lever. The runningposition selected is shown on a display on the instrument panel to makeit easy for the driver to see which running position has been set at thetime. The lever (6) incorporates a rotatable portion (19) for upward anddownward gearchanging which functions in the same manner as depicted inFIG. 4. The end of the rotary portion (19), which in this case isarranged in the outer end of the lever (6), has on it a non-lockingpush-button (21) with which the button (21) axially inwards relative tothe lever and advantageously in a direction substantially horizontal(15) to the vehicle's steering column.

The lever (6) depicted in FIG. 6 likewise incorporates a rotary portion(18) for setting the running program. The portion (18) can be turnedstep by step about the central axis of the lever to set any of therunning programs (Reverse, Neutral, Manual and Automatic). The end ofthe rotary portion (18), which here again is arranged in the outer endof the lever (6), has on it a non-locking push-button (23) with whichthe retarder's constant speed maintenance function can be activated inthe same manner as described in FIG. 5.

Upward and downward gearchanging is effected with a non-locking toggleswitch (22). Changing up is preferably by moving the toggle switch (22)towards (23) the driver and changing down by moving it away from (24)the driver, but the opposite is also conceivable. The fact that thetoggle switch (22) is non-locking means that it can be operated with oneor two fingers. The advantages of this embodiment are that all of thelever's functions are clearly distinguished in terms of movement andthat the lever (6) is always the same distance away from the steeringwheel.

FIG. 7 depicts a lever (6) which incorporates a sliding knob (25) forsetting the selected running program. The sliding knob (25) is movedstep by step between the running positions. These are preferably markedon the fixed portion (34) of the lever, along the path of movement ofthe sliding knob. The selected running program is shown on a display onthe instrument panel. Upward and downward gearchanging is effected inthe same manner as in the embodiment according to FIG. 3. This is amovement which is usual for gear changing in racing contexts. Theretarder's constant speed maintenance function is activated by the wholelever being pushed in substantially horizontally towards (15) thesteering wheel.

The lever (6) depicted in FIG. 8 incorporates a rotatable portion (18)for setting the running program in the same manner as in the embodimentdepicted in FIG. 4. Upward and downward gearchanging is effected by twonon-locking buttons (26,27), one for changing up and the other forchanging down.

The lever (6) is somewhat angled. This makes it easy for the driver totake hold of the lever in order to use the retarder, since the leverprotrudes besides the steering wheel. The buttons are in a relativelyprotected location beneath the steering wheel, so that there isrelatively little risk of the driver inadvertently touching them. Theretarder's constant speed maintenance function is activated by pressingthe outer end of the lever in line (29) with the central axis of theangled portion (28) of the lever (6).

The lever (6) depicted in FIG. 9 is also angled. The running programme(Reverse, Neutral, Manual or Automatic) is selected by sliding the lever(6) away from (31) and towards (30) the steering wheel in fourpositions. This resembles the movement of today's opticruise lever(depicted in FIG. 1). The lever incorporates a permanently non-lockinggearchange device (32) pivoting on the stem (12). In the embodimentdepicted in FIG. 9, upward gearchanging is effected by moving the device(32) substantially vertically upwards (16) the steering wheel. Ifdownward gearchanging is desired, the device (32) is moved in the samemanner downwards (17) away from the steering wheel. Changing up and downmight also be effected by moving the device (32) substantiallyhorizontally forward and rearwards respectively instead. The device (32)may either follow the lever's retarder movement (9,11) or be independentof that movement and always stay in the same position. The retarder'sconstant speed maintenance function is activated by the driver pressinga button (21) at the outer end of the lever in line (29) with thecentral axis of the angled portion of the lever (6).

A multiplicity of further embodiments are possible by combining thepatterns of movement described with the relevant functions (retarderbraking, running program selection, gear changing and constant speedmaintenance). The lever may also be equipped with a so-called hillbutton and/or an automatic retarder activation button. The lever'sretarder movement is alike in all the embodiments described, but othermovements, e.g. rotation, movement towards/away from the steering wheeletc, are also conceivable.

The lever and its movements may also be implemented with a satellitewhich protrudes from the vehicle's instrument panel and in which controldevices corresponding to the lever can be incorporated. This solutionalso makes it easy for the driver to reach the control device foreffecting gearchange and brake functions.

1. A control device for a vehicle for connection to and for operating asemi-automatic vehicle gearbox, wherein the gearbox is operable forbeing changed into various gear positions including at least one gearposition for the vehicle traveling forward and wherein the vehicle has asteering wheel used for steering the vehicle, conventional brakes and asupplementary retarder brake in addition to the conventional brakes; thecontrol device being connected with the gearbox and the control devicebeing settable in various gearchange function positions for setting thevarious gear positions of the gearbox; and the control device also beingconnected to the supplementary retarder brake for operating thesupplementary retarder brake, whereby the control device operates boththe semi-automatic gearbox and the supplementary retarder brake, thecontrol device having a lever positioned in an area close to the vehiclesteering wheel such that a vehicle operator may operate the lever; thelever has a plurality of different respective patterns of movement withrespect to the steering wheel, the lever is so connected to the gearboxas to set the various gear positions of the gearbox upon movement of thelever through a first pattern of the movements and the lever isconnected to operate the supplementary brake upon the lever beingmoveable through a second pattern of the movements.
 2. The controldevice of claim 1, wherein the steering wheel is in a plane and has arim; the supplementary brake is operable to a varying extent and acts asa retarder; the second pattern of the movements of the lever comprisesmoving a lever in a plane parallel with the plane of the steering wheeland along the rim of the steering wheel from a first lever position inwhich the retarder is inactive and in a direction which activates theretarder and increases the braking effect as the lever is moved in thedirection.
 3. The control device of claim 2, wherein the second patternof the movements of the lever comprises the lever being moveable from afirst position in which the supplementary brake is inactive and in adirection which activates the retarder and increases the braking effectas the lever is moved in the direction.
 4. The control device of claim3, wherein the lever includes a rotatable portion which is rotatableabout a longitudinal axis of the lever in the first pattern of themovements to set selected gear change function positions.
 5. The controldevice of claim 4, wherein the rotatable lever portion is rotatable stepby step at least to set a reverse, a neutral and a drive gear positionof the gearbox.
 6. The control device of claim 3, wherein in the firstpattern of the movements, the lever is moveable in relation to thesteering wheel in a direction that is radially of and perpendicular to alongitudinal center line of the lever.
 7. The control device of claim 6,wherein the lever is moveable in the first pattern of the movements in aseries of steps, wherein each step corresponds to a respectivegearchange function position.
 8. The control device of claim 3, furthercomprising a sliding knob on the lever moveable in a longitudinaldirection of the lever for performing the first pattern of the movementsof the lever.
 9. The control device of claim 8, wherein the lever ismoveable in the first pattern of the movements in a series of steps,wherein each step corresponds to a respective gearchange functionposition.
 10. The control device of claim 8, wherein the lever has astem; at least a portion of the lever is non-lockingly moveable upwardand downward from a plane substantially parallel to a longitudinalcenter line of the stem of the lever with such upward and downwardmovement establishing the gear change function positions.
 11. Thecontrol device of claim 10, wherein the movement upward controlsgearchange functions in one direction and the movement downward controlsthe gearchange functions in the other direction.
 12. The control deviceof claim 6, wherein the lever has a stem; at least a portion of thelever is non-lockingly moveable upward and downward from a planesubstantially parallel to a longitudinal center line of the stem of thelever with such upward and downward movement establishing the gearchange function positions.
 13. The control device of claim 12, whereinthe movement upward controls gearchange functions in one direction andthe movement downward controls the gearchange functions in the otherdirection.
 14. The control device of claim 4, wherein the lever has astem; at least a portion of the lever is non-lockingly moveable upwardand downward from a plane substantially parallel to a longitudinalcenter line of the stem of the lever with such upward and downwardmovement establishing the gear change function positions.
 15. Thecontrol device of claim 14, wherein the movement upward controlsgearchange functions in one direction and the movement downward controlsthe gearchange functions in the other direction.
 16. The control deviceof claim 6, wherein the lever includes a rotatable portion which can berotated step by step about a central axis of the lever for selectinggears in gearchange function according to the first pattern of themovements.
 17. The control device of claim 4, wherein the rotatablelever portion can be rotated step by step about a central axis of thelever for selecting gears in gearchange function according to the firstpattern of the movements.
 18. The control device of claim 6, wherein thelever includes a non-lockingly rotatable portion which is non-lockinglyrotatable about a center line of the lever and the lever is moveablefrom a neutral position in the first pattern of the movements thatcomprises movement toward and away from a driver of the vehicle, withmovement in one direction being for upward and movement in an oppositedirection being for downward gearchanging.
 19. The control device ofclaim 4, wherein the lever includes a non-lockingly rotatable portionwhich is non-lockingly rotatable about a center line of the lever andthe lever is moveable from a neutral position in the first pattern ofthe movements that comprise movement toward and away from a driver ofthe vehicle, with movement in one direction being for upward andmovement in an opposite direction being for downward gearchanging. 20.The control device of claim 8, wherein the lever includes and supportstwo non-locking buttons, and the first pattern of movements of the leverfor gearchanging in an upward direction is obtainable by pressing one ofthe buttons and the first pattern of movements of the lever for downwardgearchanging is obtainable by pressing the other of the buttons.
 21. Thecontrol device of claim 6, wherein the lever includes and supports twonon-locking buttons, and the first pattern of movements of the lever forgearchanging in an upward direction is obtainable by pressing one of thebuttons and the first pattern of movements of the lever for downwardgearchanging is obtainable by pressing the other of the buttons.
 22. Thecontrol device of claim 4, wherein the lever includes and supports twonon-locking buttons, and the first pattern of movements of the lever forgearchanging in an upward direction is obtainable by pressing one of thebuttons and the first pattern of movements of the lever for downwardgearchanging is obtainable by pressing the other of the buttons.
 23. Thecontrol device of claim 4, wherein the lever includes an end portion,the lever being settable for a drive position of the gearbox, and in thedrive position for the lever, the end portion of the lever isnon-lockingly moveable in a longitudinal direction of the lever to bemoveable radially inward toward the steering wheel establishing a thirdpattern of movement for effecting switching between functional positionseither for manual gear shifting or automatic gear shifting of thegearbox dependent upon the longitudinal direction of movement of the endportion.
 24. The control device of claim 1, further comprising anelement for actuating constant speed maintenance function.
 25. Thecontrol device according to claim 1, wherein the lever is operable in athird pattern of movements for setting a gear changing function formanual gear shifting or for automatic gear shifting.
 26. The controldevice of claim 25, wherein the lever is operable in a fourth pattern ofmovements for activating a constant speed maintenance function.
 27. Thecontrol device of claim 25, wherein the lever is operable generallytoward and away from a driver for establishing the second pattern of themovements for operation of the supplementary brake; and the first andthird patterns of movements are selected from among the group consistingof upward and downward movement of the lever with respect to thesteering wheel, rotation of the lever with respect to the steeringwheel, longitudinal movement of the lever inward and outward withrespect to the steering wheel and buttons on the lever which areoperable with respect to the lever, the selected ones of these movementsfor effecting at least one of the first and third patterns of movementof the lever.
 28. The control device of claim 1, wherein theconventional brakes comprise front and rear brakes.